Railway car dynamic response to track transition curve and single standard turnout

Droździel, J.; Sowiński, B.

doi:10.2495/cr060831

Cited by 11 publications

(10 citation statements)

References 2 publications

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“…Calculation of strenuously deformed state of earth bed, extraction of the dense core of fill and assessment of stresses in the zones of contact between the core and the sloping part of the fill, assessment of the impact of fill cavities or fill base on its precipitation 2 show coordinate systems and defined parameters, wheel and rail contact characteristics [7,8]. In the first approximation, the task can be solved for the measured plan and profile of the path obtained by passing the load device with the specified load on the axle [9].…”

Section: Model Of Laminated Earth Web On Elastic Basementioning

confidence: 99%

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Simulation of Dynamic Processes of Interaction of Car and Railway Track During Train Passage of Curved Sections of the Track

Bakyt¹,

Abdullayev²,

Suleyeva³

et al. 2020

Transport Problems

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In this article, the considered principles for the development of calculation schemes and the subsequent formation of vibration equations are a special case of classical simulation of motion in space of solid body systems connected in space by kinematic connections. This approach is useful with limited computational capabilities and an assumption of the relatively small body movements inherent in railway crew bodies, and reduces the task of motion research to analysis of fluctuations. Various design schemes of freight car truck, mathematical modeling of systems dynamics, "crew-track" safety of freight car movement and withdrawal under different technical conditions of running parts and track are considered in this work.

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Section: Model Of Laminated Earth Web On Elastic Basementioning

confidence: 99%

“…Design diagram of the carFig. 5-7 and Table2show coordinate systems and defined parameters, wheel and rail contact characteristics[7,8].…”

mentioning

confidence: 99%

Simulation of Dynamic Processes of Interaction of Car and Railway Track During Train Passage of Curved Sections of the Track

Bakyt¹,

Abdullayev²,

Suleyeva³

et al. 2020

Transport Problems

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“…Based on the works [7][8] in which various concepts of monitoring the condition of a railway vehicle were presented, the following assumptions regarding the system being built were adopted:…”

Section: Assumptions For the Monitoring Systemmentioning

confidence: 99%

“…In contrast, to assess the running safety of the vehicle, vertical and transverse accelerations recorded on the vehicle body are used. The requirements contained in the standard [7] and the card [8] were the basis for determining the distribution of measuring points on the trolley frame, bearing housing for wheelsets and boxes as well as the selection of measurement sensors parameters. The next factor that determined the choice of measurement points was the determination of the number and type of statistical measures that will later be used in the signal analysis process, bearing in mind the usefulness of the information contained in the signal for the diagnostic evaluation of the monitored object.…”

Section: Assumptions For the Monitoring Systemmentioning

confidence: 99%

Selection of signal registration points in the monitoring process and diagnosing the condition of the rail vehicle

Chudzikiewicz¹,

Stelmach

Wawrzyński

2019

tren

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The article discusses the process of selecting points on a rail vehicle in which sensors recording signals will be located, with a view to their later use in the process of monitoring the condition of the vehicle and in particular elements of the first and second degree suspension system. The number of such points and their location is significant considering the complexity of the monitoring system and thus the costs of its construction and subsequent operation, as well as the possibility of using registered signals in the process of diagnosing the technical condition of the vehicle, bearing in mind the functioning of such a system in on-line mode.

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“…So motivation for the current studies arose from earlier results by the authors and the wish the research of polynomial of even degrees (6 th , 8 th and 10 th ) with maximum numbers of terms. An increase in number of the publications that deal with transition curves, both the railway and the road ones can indeed be observed (Ahmad and Ali, 2008;Ahmad et al , 2007;Droździel and Sowiński, 2006;Fischer, 2009;Habib and Sakai, 2003; Koc and Mieloszyk, 1987; Koc and Radomski, 1985;Kuvfer, 2000;Li et al , 2006;Long et al , 2010, Pombo andAmbrosio, 2003;Tanaka, 1935;Tari and Baykal, 2005;Woźnica, 2012;Zboiński, 2012;Zboiński, 2004). The same touches railway dynamics e.g.…”

Section: Introductionmentioning

confidence: 97%

Optimisation of polynomial railway transition curves of even degrees

Zboiński

Woźnica

2015

AoT

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This paper represents new results obtained by its authors while searching for the proper shape of polynomial railway transition curves (TCs). The search for the proper shape means the evaluation of the curve properties based on chosen dynamical quantities and generation of such shape with use of mathematically understood optimisation methods. The studies presented now and in the past always had got a character of the numerical tests. For needs of this work advanced vehicle model, dynamical track-vehicle and vehicle-passenger interactions, and optimisation methods were exploited. In this software complete rail vehicle model of 2-axle freight car, the track discrete model, and non-linear description od wheel-rail contact are used. That part of the software, being vehicle simulation software, is combined with library optimisation procedures into the final computer programme. The main difference between this and previous papers by the authors are the degrees of examinated polynomials. Previously they tested polynomial curves of odd degrees, now they focus on TCs of 6th, 8th and 10th degrees with and without curvature and superelevation ramp tangence in the TC’s terminal points. Possibility to take account of fundamental demands (corresponding values of curvature in terminal points) concerning TC should be preserved. Results of optimisation are compared both among themselves and with 3rd degree parabola. The aim of present article is to find the polynomial TCs’ optimum shapes which are determined by the possible polynomial configurations. Only one dynamical quantities being the results of simulation of railway vehicle advanced model is exploited in the determination of quality function (QF1). This is: minimum of integral of vehicle body lateral acceleration.

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Railway car dynamic response to track transition curve and single standard turnout

Cited by 11 publications

References 2 publications

Simulation of Dynamic Processes of Interaction of Car and Railway Track During Train Passage of Curved Sections of the Track

Simulation of Dynamic Processes of Interaction of Car and Railway Track During Train Passage of Curved Sections of the Track

Selection of signal registration points in the monitoring process and diagnosing the condition of the rail vehicle

Optimisation of polynomial railway transition curves of even degrees

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